Arahan Teknik (Jalan) 2C-85 - Temporary Signs and Zones Control

Roads BranchPublic Works Department Malaysia

Jalan Sultan Salahuddin50582 Kuala Lumpur

Arahan Teknik (Jalan) 2C/85

5.0m5.0m

7.0m7.0m

Temporary Signs

And Work Zones

Control

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ARAHAH TEKNIK (JALAN) 2C/85

Cawangan Jalan, Ibu Pejabat JKR, K.L

FOR INTERNAL USE ONLY

MANUAL ON TRAFFIC CONTROLDEVICES TEMPORARY SIGNS AND WORK

ZONES CONTROL

P R E F A CE

The purpose of this manual is to establish uniformity in design and application of all traffic signs and control devices in Malaysia for the benefit of road users, road and traffic authorities, and manufacturers of traffic signs.

This manual supersedes and forms part of the revised version of JKR/J(Rb) 0001/80, Manual on Traffic Control Devices - Traffic Signs. The Manual is now divided into the following parts:

1. Arahan Teknik (Jalan) 2A/85 - Standard Traffic Signs. Standardtraffic signs drawings for Regulatory, Warning and Guide signs are illustrated complete with dimensions. A color chart for all the traffic signs indicates acceptable colors for each sign.

2. Arahan Teknik (Jalan) 2B/85 - Traffic Sign Applications.It consists of, with the exception of Temporary signs, design criteria and location requirements for all traffic signs.

3. Arahan Teknik (Jalan) 2C/85 - Temporary Signs and Work Zones Control. It consists of standard temporary sign drawingsand their application in the work zones.

4. Arahan Teknik (Jalan) 2D/85 - Road Markings and Delineation.Standard road line paints, road markings and delineators are identified together with guides on their applications.

The specifications in this manual are recommended to be usedfor all new signs and for all replacements of existing signs whichhave outlived their usefulness.

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PART ONE: TEMPORARY SIGNS .

1. GENERAL ON TEMPORARYSIGNS.

Temporary operations, such as roadconstruction and maintenance operations,represent unusual roadway conditions andwarrant special attention. If the temporaryoperations require measures different fromthose normally in effect,the existing perma-nent traffic signs shall be removed or cov-ered and superseded by the appropriate tem-porary sign. In other words, temporary signsare used to notify road users of specific haz-ards which may be encountered when tem-porary operations are underway.

Temporary signs shall be placed inpositions where they will convey their mes-sages most effectively and placement musttherefore be accommodated to highwaydesign and alignment. The signs shall be soplaced that road users will, have adequatetimer for response.As a general rule signsshall be located on the left-hand side of thehighway. Where special emphasis is deemednecessary, dual installations may be madewhich consist of duplicate signs oppositeeach other on the left and right sides of theroadway, respectively. Within a constructionor maintenance zone, however, it is oftennecessary and/or desirable to erect signs onportable supports placed within the roadwayitself. It is also permissible to mount appropriate signs on barricades.

Temporary signs should be mountedon portable supports that are suitable fortemporary conditions. All such installationsshould be so constructed to yield uponimpact and to minimize hazards tomotorists. For maximum mobility on certaintypes of maintenance operations, a largesign may be effectively mounted on a vehi-cle stationed in advance of the work or mov-ing along with it. This may be the workingvehicle itself, as in the case of shoulder-mowing or pavement marking equipment, or

a vehicle provided expressly for this purpose.These mobile sign displays may bemounted on a regular maintenance vehicle.

2. DESIGN OF TEMPORARY SIGNS

Temporary signs are either circular,rectangu-lar, or diamond in shape. The colors shall beblack symbol or word message and border onorange backround unless specified or show tobe otherwise in the accompanying illustrations.Retro-reflective sheetings of minimum engi-neering grade shall be used on all temporarysign.

In addition to temporary sign, flashing bea-cons and other form of delineations shall beused to supplement guidance through the workzones.


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TEMPORARY SIGNS

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PART TWO: WORK ZONE CON-TROL

1. INTRODUCTIONWhenever work is done on or near the roadway, driversare faced with ngng nd unexpected traffic conditions. These changes may be hazardous for drivers,workers,and pedestrians unless protective measures are taken.

Drivers will not make a distinction between construction, maintenance, or utility operations. Proper traffic control and safety are needed for all types of work.

This part has been designed and written to explain the application of the standards to the various' work situations. It should be useful to anyone involved with planning, designing, :installing, maintaining, and inspecting traffic control'. The illustrations scan beused for 'a quick guide for-various examples of traffic control. Contained in this part are guidelines varying from planning' traffic control to fit the needs of a-particular work activity to' the reasons for keeping accurate records."

TRAFFIC CONTROL ZONES

When traffic is affected by construction, maintenance, or utility operations, traffic control is needed to` safely guide and protectmotorists,' pedestrians, and workers ina "traffic control zone". The traffic control zone is the distance between the first advance warning sign and the point beyond the work area where traffic is no longer affected.

Most traffic control zones can be divided intothese specific parts:

a) Advance Warning Area b) Transition Areac) Buffer Spaced) Work- Areae) Termination Area.

If no lane or shoulder closure is involved,, the transition area will not be used. In this chapter, each of the ".Parts" will be-examined for one direction of travel.-If ,the work activity affects more than one direction of ,travel., the same principles apply, to traffic inall directions. Figure -2-1, illustrates the five parts of a traffic .control. zone to be -.,discussed-in this section.

2.1 Advance Warning Area

2.1.1 An advance warning, area is necessary forall traffic control zones because-rivers.need.to know what to expect. .Before reaching the work area, driversshould have, enough time to alter their driving patterns. The advance warning area may vary from as eries of signs starting 1 km, in advance of the work area to a single sign or flashing lights on a vehicle,

2.1.2 When the work area, including access to the work !_,area; is entirely, off the shoulder-and the work does ' ,not interfere with traffic, an advance warning sign -may not be-needed. An advance warning sign should be used when any problems or conflicts with the flow of traffic may be anticipated., °

2.1.3 The advance warning area,from the first sign to the start of the next area, should be long enough to give the motorists adequate time to respond to the conditions. For most operations, the length can be:

a) 2 km to '1 km for expresswaysb) 500m for most rural roadways or open high

ways conditions.c) at least 100m for urban roadways. 9,8


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2.2 Transition Area

2.2.1 When work is performed within one or more traveled lanes, a lane closure(s) is required. In the transition area, traffic is channelized from the normal highway lanes to the path required to move traffic around the work area. The transition area contains the tapers which are used to close lanes.

2.2.2 The transition area should be obvious to drivers. The correct path, should be clearly marked with channeliz.ing devices and pavement markings so that drivers will not make a mistake following the old path. Existing pavement markings need to be removed and new markings placed when they conflict with the transition. Pavement marking arrows are useful in transition areas.

2.2.3 With moving operations, the transition area moves with the work area. A shadow vehicle may be used to warn and guide traffic into the proper lane.

2.2.4 A 'taper is a series of channel.izing devices and pavement markings placed on an angle to move traffic out of its normal path. Four general types of tapers used in traffic control zones are:

a) Lane closure tapers are those necessary forclosing lanes of moving traffic (sometimes referred to as.channelizing tapers

b) Two-way traffic,tapers are those needed to control two-way traffic where traffic is required to alternately use a single lane (commonly used when flaggers are present)

c) Shoulder closure tapers are those needed to close shoulder .areas:

d')Downstream tapers are those installed to direc traffic back into its normal path. 29

2.2.5 Lane Closure Taper

a)The length of taper used to close a laneis determined by the speed of traffic and the width of the lane to be closed (the lateral distance' traffic is shifted). There are two formulas for determining the length of a taper (L) used for lane closures(Figure 2-2 of this section). If restricted sight distance is a problem, the taper should begin well. in advance of the view obstruction such as sharp verticalor horizontal, curves.

The beginning of `tapers should of be hiddenbehind curves.Figure 2-3 shows the taper lengths, the recommended number, and spacing of channelizing devices.

b)Generally, tapers should be .lengthened, not shortened, to increase their effectiveness. Observe traffic to see if the taper .is workingcorrectly, Frequent use of brakes and evidence of skid marks is an indication that either the taper is too short or the advance warning is inadequate.

2.2.6 Two-Way Traffic Taper

a)The two-way traffic taper is used in advance of a work area that occupies part of a two-way road in such a way that the remainder of the road is used alternately by traffic in either direction. In this situation, the functionof the taper is not to cause traffic to merge, but rather to resolve the potential head-on conflict. A short taper is used to cause traffic to slow down by giving the appearance of restricted alignment. Drivers then have time at reduced speed to decide whether to proceed cautiously_ past the work space or to wait for oppos ngtraffic to clear. A flagger is usually


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b)Two-way traffic tapers should be 15 to 30 meters long, with channelizing devices spaced a maximum of 3 to 6 meters respectively, to provide clear delineation of the taper.

2.2.7 Shoulder.Closure Taper

a)When an improved shoulder is closed on a high-speed roadway, it should be treated as aclosure of a portion of the roadway which the motorists expects to use in an emergency.The work area on the shoulder should be preceded by a taper that may be shorter than for lane closures. One-half of the length from Figure 2-3 is suggested as a maximum for shoulder closure tapers, provided the shoulder is not used as a travel lane. If the shoulder is being used as a .travel lane, either through practice or through use causedby construction, a lane taper closure should be placed on the shoulder.

2.2.8 Downstream Taper

a) A downstream taper is used at the, downstream, end of the work area to indicate to drivers that they can move back into the lanethat was_closed. It is placed in the termination area. While closing tapers are optional, they may be useful in smoothing traffic flow.They, may not be advisable when material trucks move into the work area by backing up from the downstream end of the work area.

b) Closing tapers are similar in length and spacing to two-way traffic -tapers.

2.3 Buffer Space

2.3.1 The buffer space is the open or unoccupied space between the transition and work areas (Figure 2-1). With a moving operation,the buffer space is the space between the shadow vehicle, if one is used, and the work vehicle. 31

2.3.2 The buffer space provides a margin of safety for both traffic and workers If a driver does not see the advance warning or fails to negotiate the transition, a buffer space provides room to stop before the work area. It is important for the buffer space to be free of equipment, workers, materials, and workers vehicles

2:3.3 Place channelizing devices along the edgeof the buffer space. The suggested spacing inmeters is equal to two times the spacing for lane closure taper

2.3.4 Situations may' occur where opposing streams of traffic are transitioned so one .Lane of traffic uses a lane that normally flows in the opposite direction. In these situations, a buffer space should be used to separate the two tapers for opposing directions of traffic because it could help prevent head-on collisions.

2.4 Work Area.

2:4.1 The work area is that portion of the roadway which contains the work activ ty and is closed to traffic Viand Set aside for exclusive use by workers, equipment, and construction materials. Work areas may remainin fixed locations or' may move as work progresses. An empty buffer space may be included at the upstream end. The work area is usually delineated by channelizing devices or'shielded by barriers to excludetraffic and pedestrians.

2.4.2 Conflicts between traffic` and the workactivity or potential. hazards increase as:

a) The work area is closer to the traveled lanes

b). Physical,deterrents to normal operation exist, such as uneven pavements, vehicles loading or unloading.


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c) Peed and volume of traffic :increase

d)The change, in travel path gets more complex shifting traffic a few meters in comparison n with shifting traffic across the median and into lanes normally used by opposing traffic.

2.4.3 Work areas that remain overnight have agreater need for delineation than daytime

operations. 2.4.4 Guidelines

a) Use traffic control devices to make the work area clearly visible to traffic.

b) Place channelizing devices between the work area and the traveled way. Devices placed on a tangent (along the work area) to keep traffic out of. a closed lane should be spaced in accordance wi.th the extent and .type of activity, the speed limit of the roadway, and the vertical, and horizontal alignment such that it is apparent the lane is closed. For highspeed roadways, the devicesshould be-spaced 2 to 4 times the spacing for lane closure taper.. For-low-speed or urban roadways, a closer spacing may be used.

c) Provide a safe entrance and exit for work vehicles.

d)Protect mobile and moving operations with adequate warning on the work ,and/or. shadow vehicles.

e)Flashing lights and flags should be considered on work vehicles, exposed to traffic.

2.5 Termination Area

2.5.1 The termination area provides a short distance for traffic to clear the work area and to return to the normal traffic lanes. It extendsfrom the down stre Am end of the work areato the PEMBINAAN TAMAT sign. A downstream taper may be placed in the termination area.

2.5.2 For, some work operations, such as singlelocation utility or maintenance repair, it may not be necessary to display a sign as it will be obvious to drivers that they have passed the work area.

2.5.3 There are occasions where the termination area could include a transition. For example, if a taper were used to shift traffic into opposing lanes. -around the work area,' then the termination area should have a taperto shift traffic back to its normal-path., This taper would then' be in the %transition area for' the opposing direction of traffic. It-:is advisable to use'` a buffer space between the tapers` for opposing traffic.

2.5.4 Avoid gaps in the traffic control thatmay falsely indicate to drivers that they' havepassed the work area,- For example; if thework area includes intermittent activitythroughout a 1 - kilometer section, `the driversshould be reminded periodically that they arestill. in the work area. The primary purpose ofthe guide sign KAWASAN KERJA m is toinform the drivers of the length of the work'area. It should not be erected until workbegins.


ARAHAH TEKNIK (JALAN) 2C/85FOR INTERNAL USE ONLY

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Formula L=ws

155 L=ws

1.6Where L= taper length W= with of lane or offset S= posted speed, or off-peak 85 percentile speed

Figure 2-2. Formulas for taper lengh

Number of Spacing ofSpeed Lane With in Meters Channelizing Devices AlongLimit Devices for TaperK.M.H Taper * in Meters

3 3.5 3.7530 17 20 22 5 640 30 35 40 6 750 50 55 60 7 955 60 70 75 8 1065 80 95 100 9 1270 130 155 165 13 1380 150 175 190 13 1590 170 195 210 13 16

Figure 2-3. Taper Lengths for Lane Closures-Distance L

* Base on 3.75 meter wide lane. This column is appropriate for lane widths less than 3.75 meters

70 kmh or over

Taper Lengh

FORMULAS FOR TAPER LENGTHPosted Speed

65 kmh or under

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AREA

DISTANCE

SPACING OF

DEVICES

ADVANCE WARNING AREA

Expressways

1 - 2 km

min. 50 m apart

Rural Roadways or Open Highways

'500

`min. 50 m apart

Urban Roadways

100 m (mina)

min. 15 m apart

TRANSITION AREA;

Lane closure Taper

As in Fig.2-3

As in Fig. 2--3

2-way Traffic Taper

15 - 30 m

3 _

..6 m apart

Shoulder C-losure Taper

Half the values of

As in Fig. 2-3

Fig. 2-3 (max.)

Do

wn

str

ea

m Taper

15 - 30 m

3 - 6 m apart

BUFFER SPACE

Arbitrary

-Double the

values of

,Fig.2-3

WORK

AR

EA

, Arbitrary

Double or four

..

times the

values of

Fig. 2-3

TERMINATION AREA

Downstream Taper

15 - 300

-,

3 -

- 6 m apart

Figure 2-4

De

tail

s'o

f Traffic Control Zone Areas

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3.0PLANNING FOR TRAFFIC CON-TROL

During,plann ng--for work zones one shouldstrive for the greatest payoff in terms of safetyand convenience at a cost commensurate withthe' hazards and problems involved. A,properlyinstalled,traff c control, zone will allow trafficto pass through or around a work zone safelyand requires time and effort for planning,installation, and maintenance. All' employeesinvolved with work zone safety should beproperly trained.' These include design, trafficand constnic engiaeers, inspectors, superintend-ents,' and foremen.

Planning for traffic, control through a construc-tion zone may be more involved than for main-tenance or utility zonesbecause of the differences in traffic disruptionand duration of-the-work. ,Although t-he°requirements for safety in-all-zones are thesame, planning`for'the three types of workoperations will be discussed separately. Trafficvolume and length of time that the closure willbe in effect both determine the exposure of traf-fic to potential hazards. The goals common to,all traffic control zones are:

a) to minimize accidents and accident severityb) to minimize inconvenience and conflicts as a

result of the work

3.1 Minimize Accidents

3.1.1 For all work zones, the first fundamental principle is that safety should have a high priority through all stages of the work:

3.1.2 Guidelines

a) Use traffic control devices that are visible and effective.

b) Follow the standards on the use and locationof tapers and transitions. Avoid introducing severely reduced travel path geometrics at the approaches to or within the work area.

c) Minimize fixed object hazards. For example lightweight channelizing devices and sand bags (to act as a buffer) should be used to protect barrier ends. Sand bags are recommended too to be,placed on the,.bottom of supports for various devices so they do not become a projectile as a result of a collision..

d) Minimize traffic conflicts with workers and equipment. Consider using a portable barrier.

e) Provide night visibility with illumination, reflectorized devices, and pavement markings.~,onsider floodlighting hazardous areas.

f) Provide safe pedestrian walkways by separating pedestrians from vehicular traffic and work activities. Provide safe pedestrian and.vehicular,access across or through driveways.

g) Store equipment and materials outside the recovery area for errant vehicles.

h) Provide a buffer space between traffic and workers.

i) Provide safe,employee access to work, storage areas, businesses, residences, and within the work area. Provide a safe entrance and exit for work vehicles. This may require the use of temporary traffic signals, flaggers, or temporary portable barriers. j) Plan for the safety of workers on the project. As required by safety and health regulations, provide safety clothing, hardhats, and equipment for employees.


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k) Flashing lights and flags should be utilized on work vehicles exposed to traffic. To protect mobile and moving operations, shadow vehicles may be used and equipped with signs, flags, and flashing lights as' appropriate.

3.2 M;inimize Inconvenience

3.2.1 Work in or near traveled lanes couses confusion and disruption of normal traffic. The traffic control plan should be aimed at reducing inconvenience and conflicts.

3,2.2 Guidelines.

a) Close only those lanes that must be closed, and reopen them as soon as practicable to maintain maximum roadway capacity.

b) Avoid-severe-speed reductions.c) Avoid,,traffic delays that could cause back

ups.d) void scheduling work during peak hours and

holidays.e) Prepare an alternate route or plan in case of

an accident or other emergency. If an alternate route is not feasible be prepared to use signs, flaggers, and radio announcementsto warn traff.ic of the backup and explain thedelay.

f) Reduce inconveniences forpedestrians and bicycles by providing the shortest and safest path, safe clearances and minimum grades, steps, and curbs.

g) Emergency organizations, such as police, fire, and ambulance services, should be notified prior to the start of work, allong time forthem to adjust their routes.

h)Emergency vehicles should have a high priority in passing through a work zone or using an alternate route

i) Access to police and fire stations, fire hydrants, and hospitals should be maintainedat all times.

3.3 Utility Work Zones

3.3.1Utility work may be divided into three classifications; emergency, maintenance, andnew construction. The guidelines for traffic control listed here are for normal situations and additional protection should be providedwhen special complexities and hazards exist.

3.3.2. Emergency Work

a) Can occur at any time of day or night b) May be caused by storm damage

c) May involve customer disruptions of utility service.

d) Work operation usually involves a small crew and a work vehicle for a short period oftime.

e)The work ve:licle should be equipped with a yellow flashing li;ht,a limited number of portable signs and channelizing devices in good condition, and equipment for flaggers in the event they are needed.

f) The extent of traffic control may be less than longer term construction or maintenance, yetthe safety of pedestrians, motorists, and workers should be provided.

3.3.3 The public will. not easily make a distinction between maintenance and new construction so the type of traffic control-used-should be adequate for the nature, location, and duration of work, type of roadway, traffic volume and speed, and potential hazard. New construction and some maintenance activities are planned (as opposed to emergency activities) so these guidelines should

be followed.

a) In urban areas, consider avoiding the hours of peak traffic when scheduling work.

b) Maintain street and road work areas for only


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as long as is necessary to safely move in, finish the - work, remove all utility work signs, and move out.

c) Take special care to clearly mark suitable boundaries for the work space with channelizing devices so pedestrians and drivers can see the work space. If any of the traveled lanes are closed, tapers shall be used as required. If a shoulder is closed, a shoulder taper is suggested.

d) Pedestrians should not be expected to walk on a path which is inferior to the previous path. Loose dirt, mud, broken concrete, or steep slopes may force pedestrians to walk oh the roadway rather than the sidewalk. Repairs (temporary or permanent) to damaged sidewalks should be made quickly. Thismay include bridging with steel plates or good quality wood supports.

e) Any"work which cannot be completed during the day and impedes traffic or presents a hazard overnight might need additional attention. Reflectorized signs and channeliz.ing devices are required. Warning lights are optional' but should: be considered.

f) Any member of the crew who serves as a flagger should be equipped with a red flag ora circular red (stop) paddle, a reflective vest, and be trained for proper flagging procedures.

g) Work areas :involving excavations on. the roadway generally should-not' exceed the width of one traffic lane at a time. The work should be stage and, if needed, approved bridging should be utilized. This type of activity should

be fully coordinated with the District JKR having jurisdiction over the roadway.

3.4 Highway Maintenance Work Zones

3.4.1 Maintenance operations are needed topreserve, repair and restore the roadways andinclude those activities performed on travelwaysurfaces, shoulders, roadsides, drainage facili-ties, bridges, signs, markings, and signals.

3.4.2 These operations may be emergencies(as a result of storms or accidents), or plannedactivities. They may be stationary, mobile, ormoving operations. The traffic control neededwill vary according to the nature, location andduration of work, type of roadway and speed oftraffic and potential hazard. It is intended thatthe guidance in this section will apply to utilitywork, maintenance, and construction workzones.

3.5 Traffic Control Plans forConstruction Operations

3.5.1 The following factors need to be consid-ered for the Traffic Control Plans:

a) Economic and community * commercial business districts * residential locations* recreation areas * shopping centers * railroad crossings* rural areas* other work planned adjacent to: or within the

area of the project

b) Traffic* volumes* bicycle* large vehicles such as trucks and buses* speed of traffic* capacity of roadway* traffic signal operation (effect on existing..

vehicle detectors)

c) Seasonal changes and weather. * maintaining traffic control during seasonal.

shutdowns


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* loss of visibility and damage to devices during rain

* maintenance of traffic control devices (cleaning, cutting vegetation away from signs)

.3.5.2 A 24-hour work day may be desirableas it allows the total number of working days tobe decreased. Consideration should include:

a) Neighbourhood objection to nightime noise.b) Higher percentage of drinking drivers at

nightc) Limited available commercial services, such

as supply of ready-mix concrete or.aggregate

3.5.3 The controlled staging of constructionshould be considered, including:

a) The location of work (on roadway,: shoulders, or sidewalks) b)The number of lanes required for- the-work activity

c) Hours of a day during which a ,lane may be closed

d) Whether work may progress simultaneously in both directions of traffic

e) The length of the work area (controlled staging such as guardrail removal and immediatereplacement)

f) Minimize time of exposure to hazards such as dropoffs

g) Time .involved, such as curing bridge decks.h) Remove or protect hazards created by the

work activity within the recovery area such as boulders, drainage basins, pipe, headwalls, blunt ends of guardrails, and sign supports

i) Delays during traffic control set-up and takedown time (preferably during low traffic volume periods)

3.5.4 Materials developed for the TrafficControl Plans may include but are not limitedto:

a) Scaled drawings of the control zoneb) List of devices selected for installation c)

Special manpower needs, such as flaggers d)Copies of permits

e) Phone numbers of officials to"be contacted in an emergency

f) Scaled drawings of construction stages,-.including detoursg) Schedules for times during the day whenwork is permitted or when certain lanes shouldremain open

3.6 Detours, Transitions, andMedian Crossovers

3.6.1 Studies have shown that reliance upon speed zone signing solely is not an effective method of reducing travel speed in work zones. This should' be recognized during the desipn6f the project and the following are some guidelines for determining speed limits in detours transitions and median crossovers:

a) Detours and crossovers should be designed for speeds equal. to the existing speed limit if at all possible. Speed reductions should not be more than 20km/h below the limit of the entering roadway.

`b) Where a speed reduction greater than 20km/h is unavoidable, the transition to the lower limit should be made in' steps of not more than 20km/h.

c) Where severe speed reductions are necessarypolice or flaggers may be used in addition to advance signing. The conditions requiring the reduced speed should be alleviated as soon as possible.

3.7Transitional Areas from Construction Zones to Sections of Older Roadways.

3.7.1 Transitional areas from construction zones to sections of older highways should be carefully designed and located so that the driver can adjust to the reduced standards or changed conditions. It should be recognized that these transitional, areas may remain in place for a period of time until. the adjacent section of roadway is improved.The following factors should be considered when designing, constructing, and operating these transitional areas:


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a) Provide adequate sight distance and geometrics consistent with the roadway'having the higher - design speed.

b) If channelizing devices, other than portable barriers, are used, they should be lightweightor yielding.

c) Sign supports should be yielding or breakaway. Pavement markings should be used to provide a well defined path.

d) Transitional area should be kept clear: of unnecessary hazards.

4.0 FUNCTION OF DEVICES

Traffic control devices include signs, signals,lighting units, pavement markings, delineators, channelizing units, hand :signaling signs or flags, and portable barriers which are used. to warn, guide, or regulate traffic. This chapter discusses proper application, and placement for various devices used. Figure 4-1 notes how several devices may beattached to other devices and supports.

4.1 Signs

4.1.1 Typical temporary signs for constructionand maintenance are available and shown in the illustrations at the end of Part One.

4.1.2 Choosing Signs

a) Choose-signs that are appropriate; signs that accurately describe the work situation.

b)Choose the message on signs according to what action the driver needs to take. Use larger signs when greater visibility is desired,as with high speed or volume. Avoid messages having only a local meaning since it may not be clear to strangers.

c) Start with a .common sign at the beginning of the work area. Then; use signs with more specific messages,, with the most specific sign, stating what action should be taken, closest to the work area Drivers sometimes forget what they are told so the last sign in the advance warning area should tell them specifically what to look for or expect, such as a flagger car A one-lane road:

d) The massage 'PEMBINAAN DI HADA-PAN" or "ORANG BEKERJA DI HADA-PAN" with an appropriate distance, is used onthe signs. Use the end of the advance warningarea as deciding on the distance on the signs.For example KAWASAN KERJA 1000 mmeans that the advance warning area ends, andthe transition or work area starts.


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e) The overall effect of the signs should be to make the driver aware of what he is proaching and what action may be required.

f) The warning area length for moving operations will vary according to geometrics and sight distance.

4.1.3 Sign Spacing

a) Where a series of advance warning signs are used, the warning sign nearest the worksite should be approximately 150m from the point of restriction with the additional signs at 150-300 meter intervals.

b) A "rule-of-thumb" for the spacing betweensigns in a series is:

* 50m for urban, residential or business districts, or with speeds under 60km/h

* 150m for urban arterials, and rural roads, or with speeds over 60km/h

* 300m for expressways

4.1.4, The :location of` the advance warning area may need to be adjusted when special problems are encounted.

a) Urban: distance restrictions can be imposed by the length of city blocks, additional advance warning - may be necessary due to. 'extra'' intersections created by--alleys, shopping centers, and side roads.

b) Rural.,open highway: there is a need for greater warning distances and larger signs

c) Divided roadways and-one-way streets with two or more lanes in one direction: signing on both sides of the roadway should be considered if a median is available: Existing overhead sign structures may be used for thesigns.

d) Signs should be high enough to be seen over parked cars or heavy traffic.

e) Signs should not block the view of vehicles entering the area.

f) All signs should be carefully placed for best visibility. Existing signs which are not needed during the work activity should be removed. In most cases, the signs should be moved in front of view obstructions, such as

hills, curves,: buildings, and vegetation. Larger signs or higher mounting should be considered.

4.1..5: Speed zone signing, either advisory or regulatory, is usually not an effective way to control traffic. Posting severely reduced speed limits that cannot be enforced is particularly ineffective. The need for speed reduction must be obvious to drivers. Drivers will slow down only if they see that they need to Emphasis is needed to provide good geometrics in transitions.

4.1.6 If traffic is heavy and becomes backed up, additional warning signs should be placed in advance of the backup.

4.1.7 A drive-through check, both day and night, should be made to determine if signs have been properly spaced to allow adequate

driver response time.

4.1.8 Signs may be attached to posts or portable supports. Use fixed sign supports onlong-term projects. Portable supports are more practical for-short-term projects or changing activities such as flagging. Lightweight, yielding,-or breakaway supports should be used for all sign installations.To avoid glare from headlights, signs may be

tilted back and away slightly from the roadway.

4.1.9 Minimum height and lateral clearance for signs attached to posts are shown in Figure 4-2. Signs on portable pports should be at least 0.3m above the roadway. Sign,locations and mounting heights may be adjusted above the minimum requirements to obtain good visibility 4.1.10 Reflectorizedsigns should be checked periodically for proper reflectivity and cleanliness. One method is to drive through the work zone at night using low-beam headlights. Another method .is for the inspector to use a piece of ref.lectorized sign material (inspector's guide) which.has been predetermined by the respective supplier agency to be of minimumacceptable quality for reflectivity; Place the


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inspector's, guide on the sign to be inspected.Step back about 10 meters, view the sign and inspector's guide with a flashlight held close to the eye. If the inspector's guide is brighter than the sign, the sign should be cleaned and/or replaced.

4.1.11 Illuminated signs should be considered: when a reflectorized sign 'ia not effective, as when.,the sign is overhead or whenbackground light sources reduce: the sign's visibility.

4.2 Channelizing Devices

4.2..1. Cones

a) Cones are lightweight channelizing devices that may be stacked for storage, are easy to place and remove, and are minor impedence to traffic flow. For stability, a rubber or sand collar or specially weighted base may be added. Cones cause no damage when hit. They shall be at least 450mm high, but tallercones-should,be,used on expressways and other roadways-where speeds are relatively high, or wherever more conspicuous; guidance.is,needed. Taller cones, 900mm high, have good daytime visibility, see Figure 4-3

b) The disadvantages of cones are that drivers have less respect for them and they are easily displaced or knocked over unless properlyweighted down.

4.2.2 Vertical Panels

a) Vertical panels are used as either channelizing or warning devices but are not as portable or easy to install as cones. They should be mounted on lightweight posts driven into the ground or placed on lightwight portable supports and may be mounted back to back and used between opposing lanes of traffic (see Figure 4-3)

b) Vertical panels are advantageous in narrow areas, where barricades and drums would be too wide

4.2.3 Drums

a) Drums are used as either channelizing or warning devices. These devices may be highly visible, give the appearance of being formidable objects and, therefore, command the respect of drivers. Generally drums are' limited to longer-term work operations because of the size and weight. For stability, a small amount of sand may be placed in thedrum. (see Figure 4-3)

b) Disadvantages of drums are the possibility of rolling across the road when hit and difficulties of storage and placement

4:2.4 Barricades

a) Barricades should be constructed of lightweight materials. Barricades are classified asTypes I, II, and III. (The type is determined by the number of rails facing traffic) Types I and II are normally used for either channelizing or marking hazards, while Type III are used for road closures. (See Figure 4-3).

b) Types I and II have stripes on both sides andmay be used to separate opposing lanes of traffic. Type III usually faces one direction oftraffic, so the stripes are on one side only. The stripes should slope' down toward the side where traffic is to pass.

c). Barricades may be highly visible due to thatlarge amount of reflective area,offer a meansof supporting signs, and are useful for pedestrian control. They may, however, be cumbersome, for short-term projects and, if the barricades are heavy and rigid, may cause excessive damage: if hit.

4.2.5 Sharp Deviation Signs

a) Sharp deviation signs should be constructed of lightweight materials. They are normally used to warn drivers of sharp deviation or sharp change in the horizontal alignment of the roadway.(see Figure 4-3)

b) Sharp.dev ation sign should be highly visibleand the V-shaped,-reflective stripes should always point to the alternative direction that the traffic should .. take.


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4.2.6 Tubular Markers

a) Tubular markers are similar to cones in that they are lightweight, easy to install, and are aminor impedence to traffic flow. Tubular markers may be set in special weighted bases or fastened directly to the pavement.They offer a particular advantage, due to the narrow size, to form new lanes or separate two-way traffic for a 'short-term activity.

b) Tubular markers shall be at least 450mm, high, with taller devices preferred for better visibility. They have the same disadvantages as cones with the addition that tubular markers have less visible ar;a. See Figure 4-3

4.2.7 Barriers

a) There are four primary functions of barriers * Keep traffic from entering a work area or

from hitting an exposed object or excavation* Provide positive protection for workers * Separate two-way traffic* Protect construction such as falsework

bridges.

b) Portable barriers are made of concrete, metal or other materials and are strong enough to prevent vehicle penetration and to redirect vehicles. Portable concrete barriers may be precast sections with built-in connecting devices.

c) Barriers may serve the additional function ofchannelizing traffic. When used as channelizing devices, barriers should be light in color for increased visibility. Delineators or steady-burn warning lamps may be attached to the barrier for channelization. A solid edgeline may be placed on the pavement adjacent to the barrier.

d) The need for barriers should be based on an engineering analysis. Concrete safety-shape barriers are designedto minimized the damage when they are hit. When a barrier is used in a lane closing situation, the barrier should be preceded with channelizing devices placed along a standardlane closing taper'.

e) On construction projects, particular attention is needed for connecting portable or tempo

rary barriers to adjacent existing barriers or guardrails.

f) Exposed ends of barriers should have crash cushions to protect traffic. Another way to protect traffic is to flare the ends away from the roadway by extending the barrier beyondthe clear roadside recovery area

4.3 Markings

4.3.1 Pavement Markings a) Drivers use pavement markings as a primary meansof guidance. Pavement markings include lane stripes, edge stripes, centerline stripes, pavement arrows and word messages. Markings are made of (with bead reflectorization)paint, raised reflectorized markers, preformed reflectorized plastics, hot reflectorized plastics, epoxies and other materials placed by heating and spraying

b) The standard markings planned, for the road should be in-place before opening a new facility to traffic. Also, if revised lane patterns are planned for the work zone, temporary markings should be placed before the traffic is changed. Where this is not feasible, such as during the process of making a traffic shift or carrying traffic through surfacing operations, temporary delineation may be accomplished with lines of traffic cones or other channelizing devices.

c) When.pavement,_placed ,during the day is to be opened to traffic at night and permanent striping cannot be placed before the endof work, a temporary stripe should be applied to provide an indication to the driver of the location of the lane or centerline., Standard marking patterns are most desirablefor this use. One rockscreened seal, coats, striping shrould be pplied.follow.ng`removal of excess screenings.

d) For relatively long-term. use or when the surface is to be covered later with another layer, reflectorized traffic'paint,:or preformed:adhesive-backed tape, `-with or.-,without .raisedpavement markers should be considered. For relatively short-term use, and when frequent-shifts are,- to be made, adhesive-backed reflectorized tape is useful. Raised pavement markers may be used to


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form the pavement markings or may be usedto supplement marked stripes. High speeds and volumes of traffic may justify raised markers for even comparatively short periods". They are particularly valuable at points. of curvature and transition.

e) Pavement arrows are useful in guiding trafficwhen the traveled way does not coincide with the configuration of the exposed surfacearea, such as when the color of the transition pavement is different from the existing pavement. Pavement arrows are especially useful on a two-way, undivided roadwayto remind driver of opposing traffic. TWO-WAY TRAFFIC . signs should be used :in conjunction with the arrows for the application. The arrows should' be completely removed once the two-way traffic condition is no longer needed.

f) Whenever traffic is shifted from its normal path, 'whether a lane .s closed, lanes are narrowed, or traffic is shifted onto another roadway or a detour,conflicting pavement marking shouia be removed. Exceptions to this may be made for short-term operations, such as a work zone under flaggers control, moving or mobile operations. Use of raised pavement markings or removable markings may be economical since they are usually easier'to remove when no longer needed. 3.2

4.3.2 Delineators

a) Delineators are refliective units with a minimum dimension of approximately 75mm. The reflector units can be seen up to 300m, under normal conditions, when reflecting thehigh beams of a car, and should be installed 1.2m, above the roadway on lightweight posts.

b) Delineators should not be used alone as channel zing devices in work zones but may be used to supplement these channel zing devices in outlining the correct vehicle path. They are not to be used as a warning device. To be effective, several delineators need to be seen at the same time. The delineators should be white on the left side and red on the right side of the roadway. On the right

edge of divided highways and on one way roadways, they shall be yellow.

4.4 Lighting Devices

4.4.1 Warning Lamps

a) Most of the warning lamps in common use are portable lens directed enclosed units and may be used on channel izing devices and signs., The color of the light emitted shall be yellow (amber). They may be used in either a steady burning or flashing mode.

b) The principal: types and uses of warning lights are:

* Flashing lamps, Type A are appropriate for use on a channel izing device, such as a barricade, to warn of an isolated hazard at night

* High intensity lamps Type B, are appropriate to use on advance warning signs day and night.

* Steady burning lamps, Type C, are approprite for use on a series.of channelizing devices which either form the taper to close a lane or shoulder or keep a section of lane or shoulder closed, and are also appropriate on the channelizing devices alongside of the work area at-night. (see Figure 4-1)

4.4.2 Work vehicles in or near the traffic areasare hazards and should be equipped with flashing lights. The vehicle warning lights may be emergency flashers, flashing, strobe or rotating beacons. High intensity lights are effective both day and night. These lights should be used in addition to other channelizing and warning devices. However, in some emergency situations, where the work will. be in progress for a short time, these flashing vehicle lights may be the only warning device.

4.4.3 Floodlights

a) Floodlights are used to light work activities, flagger stations and other restricted or hazardous areas at night when area lighting is not sufficient. Floodlights should be positioned or shielded to prevent glare to the


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drivers. The increased visibility provided by floodlighting may enable the driver toy see distracting portions of the work area. Inthis case, steady-burning warning lights mounted on channelizing devices may be advisable. Floodlighting -. :the work-area cannot be considered as illuminating signs ordevices. Each illuminated sign or device should have its own light source.

b) During the planning and design of a roadway improvement project, consideration may be given to specifying that proposed road lighting be completed as one ofthe earlier stages during construction. Consideration should also be given for providing temporary luminaries at certain locations such as the work activity, certain crossroads, and transitions.

4.4.4 Arrow Panels

a) Arrow panels are signs with a matrix of lights capable of either flashing or sequentialdisplays. Flashing arrow panels are effective day and night, for moving traffic out of a lane to the right, to the left, or both, and maybe used for tapered lane closures, diversions of traffic, and;moving,operati.ons. There are two types of arrow panels, flashing and sequencing. Flashing arrow panels have fouroperating modes:

* right arrow * left arrow * night and left arrow* caution mode (four or more lamps arranged

in pattern which does not indicate a direction).

S querieng arrow panels have several arrowheads that flash Yn a series, direct ngtra to the right or left.

c)The flashing-or-sequencing arrow modes should not be used under the folaow.ing conditions:

* Wfen the location for the work does not require ariy lanes to be efosed or traffic diverted.

* When all of the work is on or outside the

shoulder and there is no interference which requires the adjacent traveled lan 'to be closed.

* when the flagger is controlling traffic on a normal two lane two-way road.

Use of the arrow modes under the above conditions will lead to the loss of credibility when the arrow mode is.:: used-' for -:Lane- chosures.,o-v moving operations.

d) The caution modes may be used for stationary or moving work operations on or outsideof the shoulder. The caution mode may be used in addition to other, devices such as signs, channelizing devices, flashing vehicle

. lights.e) As large arrow panels can be seen from 1600

meters away, they are especially effective in high-volume or high-speed areas and for moving operations either on the work or shadow vehicle. For day and night use, arrow panels.should be equipped with both an, automatic and manual dimming device capable of 50 percent dimming from rated lamp voltage. The flashing rate of the lamps shall not be less than 25 times per minute. Circular hoods are recommended around each of the lenses to prevent side distraction at night.

f) The most commonly used panel. face is rectangular in shape, solid construction and should be finished nonreflective black. The panels shall be mounted on a vehicle, trailer, or other suitable supports. Vehicle mounted panels should be provided with remote controls. See Figure 4-4.

4.4.5 Hazard Identification Beacons

a) A hazard identification beacon is a flashing yellow signal. light (minimum diameter 200mm) used at points of special. hazard as a means of calling drivers attenLion to these locations. When used,used, the flashing beacon should operate 24 hours a day.

b) On construction projects, because of the time and effort required to install and put these units into operation, hazard identifica


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tion beacons are used, generally, only at locations where frequent changes would not be required.

c) Harzard identification beacons may be operated singly or in groups containing more than one unit. They are brighter than flashingwarning lamps,Types A and B because they are like one lens of a traffic signal.

d) During normal. daytime maintenance operations, the functions of flashing beacons are adequately provided for by the lighting equipment on maintenance vehicles, either emergency flasher, the rotating dome light, or both. However, at locations where the daytime maintenance acti'vi'ty requires an obstruction to remain in the roadway at night, flashing beacons may be installed at the point of hazard. At locations where vandalism is no problem, the power may be provided by a portable electric generator. Do notuse flashing beacons for channelization.

4.5 Shadow Vehicles

4.5.1 Moving operations, such as lane stripingor sweeping, need traffic controls that move with the work.operations. Shadow vehicles may be used to assist traffic control for moving operations.Signs and other warning devices may be placed on the work vehicle (depending on the type of work) or the shadow vehicle, or both.

4.5.2 Need for shadow vehicle depends on thespeed of traffic compared to the speed of the work vehicle, exposure of workers to traffic and the type of work activity. Signs, flags, orflashing l'i'ghts may be attached to shadow vehicles to warn traffic.

4.6 Flagging

4.6:1 Flagger Training

A) Attention should be given to proper instruction of all personnel who are flaggers, starting with the basics of flagging. New flaggers should have a special introductory training session and all flaggers need periodic reminders as well, as close supervision.

b) Flaggers need to know the correct ways to stop, slow down or keep traffic moving. They should also know how to be courteous to the public to explain delays or to help motorists. It is recommended that the flaggerbe given a pocket instruction card for reference that shows the proper methods for controlling traffic.

4.6.2 Flagger Guidelines

a) Flaggers are responsible for the safety of traffic and workers; their job is .important. They can promote good public relations because they have close public contact.The image they project is often responsible for the public's attitude toward the entire work operation.

b) For short work areas where both ends can beseen at the same time, only one flagger is

needed.Both directions of traffic must be able to see the flagger and -.to recognize the-person as a flagger. If this is not possible with one flagger use two.

c) Fiaggers should be visible, always face traffic and be prepared to warn the worker to.getout of the way if necessary. Do not allow other workers to gather n?ar the flagger .During lunch or other breaks, flaggers should leave their station so that drivers will know that the flaggers are not on duty, and not think they are ignoring their duties.

d.)Whenever a flagger is on duty, the advance flagger sign should be displayed to traffic. When a flagger is not on duty remove or cover the sign. The responsibility for placingand removing the PENGAWAL BEDERADI HADAPAN signs should be assigned to specific person.

e.) Schedule both work and relief hours for flaggers, and replacement flaggers should be available. Choose flaggers who are alert, have good eyesight, quick reflexes and a thorough understanding of their job.

f) Orange or fluorescent orange clothing such as a vest, shirt, or jacket for flaggers is required. For nighttime conditions, similar outside garments and the flags used shall be reflectorized. Flaggers may use either a red,


Page 41



600mm square flag or 600mm diameter circular Stop-Go paddle. (see Figure 4-5 and 4-6).

g) On longer work areas, use two or more flaggers, and one of them should be designated as chief flagger. The chief flagggr's job is to provide coordination. A two-way radio may be needed for communication between two or more flaggers. A flag or other token may be used where the flaggers cannot see each other. The flag or token is given to the last driver, in line going through the work °zone and turned over to the flagger at the other end to indicate that it is clear to send traffic through in the other direction.

4.6.3 Flagging Procedures a) To Stop Traffic The flagman shall face traffic and extend theflag horizontally across the traffic lane in a stationary position so that the full area of the flag is visible hanging below.the staff. For greater emphasis, the free arm may be raised with the plam toward approaching traffic. (Figure 4-5)

b) Traffic To Proceed.The flagman shall stand parallel to the trafficmovement and with flag and arm lowered from view of the driver, motion traffic aheadwith his free arm. Flags shall not be used to signal traffic to proceed. (Figure 4-5)

c) To slow TrafficWhere it is desired, to alert or slow traffic bymeans of flagging, the flagman shall face traffic and slowly wave the flag in a sweeping motion of the extended arm from the shoulder level to straight down without raising the arm above a horizontal position (Figure 4-5)

4.7 Miscellaneous

4.7.1 Traffic Signals

a) Standard traffic signals may, be used for work zone traffic control for these types of applications.

* a highway intersection with a temporaryhaul road' or equipment crossing.

* through areas requiring,-one-way traffic operations

b) The traffic signal shall be installed in accordance with the standards set forth by JKR and must be based upon a traffic engineeringstudy.

4.7.2 Crash Cushions

a) Crash cushions are devices designed to absorb the energy of a colliding vehicle in a controlled manner such that the impact forces on the passengers are tolerable. Two types of crash cushions commonly used in work zones are sand-filled plastic barrels and "Guardrail Enemy Absorbing Terminal"

b) Crash cushions should be designed to meet the needs of each location, depending on the type length and width of the hazard.Crash cushions are used to protect traffic from hazards such as exposed barrier ends orbridge parapets. Crash cushions may be mounted on shadow vehicles and work vehicles to protect traffic during construction, maintenance, and utility operations.

4.7.3 Fillet of Material

e.) A fillet of material is a "wedge" of gravel, sand or other material placed in a manner that will provide stability for errant vehicle and used to reduce the dropoff as a result of an excavation.

b) This fillet of material can be used when work in the excavation is discontinued for a short period of time, as at night, and Frequently this 'wedge' is composed of the same material which is either being excavated or back filled (such as crushed rock base course).


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STEADY BURN LIGHT, TYPE 'B'

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5 TYPICAL APPLICATIONS (LAYOUTS)

Each traffic control zone is different, with variables such as speed, volume, location of work, pedestrians and intersections changingthe needs for each zone. The' goal of a traffic control zone is safety, and the key factor in making the control zone work is the application of proper judgement. The examplesapply the standards.

The typical applications include use of various traffic control methods, although they do not include' a layout for every conceivable' work situation.Typical applications may be altered to fit the conditions of a particular work area.

On many of the typical applications, the existing pavement markings have been eithermarked or changed to'ind'icate those that should be changed for long-term projects. Ifthe project is short-term, such as 1-day maintenance operations, the pavement markings may not' need to be removed and replaced although guidance should be provided with channelizing devices.

Figure 5-1 shows the typical traffic control devices needed for various work zones. It indicates how traffic control increases as work approaches the travelled lane and as con flict with traffic increases. Some of the less complicated work zones are not illustrated. The typical traffic control devices for such zones are given in Figure 5-1.

5.1- Work Entirely Beyond Shoulder or ParkingLane

5.1.1 Traffic control depends primarily ondevices such as.advancewarning signs, flashing vehicle lights and f lagsAn advance warning sign should be- usedwhen any of the following conditions mayoccur.

(a) Work will be performed immediately adja

cent to the roadway at certain stages of the activity.

(b)Equipment maybe moved along or across the highway.

(c Motorists may be distracted by the,work activity.

5.2 Work On Or Over Shoulder. Or, Parking, Lane

5.2.1No encroachment.in the travelled lane.,means there is no direct interference with traffic. When shoulder ,s occupied or closed, the motorist should be advised and the workers should be protected.- Usually, a single warning sign is adequate, When an improved shoulder,is closed on a high-speed roadway, it should be treated, as a closure of a portion of the road.system which, the motorist expects to be able to use in an mergency. The work area on the shoulder should.be closed off; by a.taper of.,channelizing devices

5.2.2 Minor encroachment in the travelled lane-means when work on the shoulder or, takes up.;part ,of a lane,, traffic volumes, type of traffic (buses, trucks:- and. cars), speed, and capacity should be analyzed to determine whether the affected lane .should be; closed. Figure 5-2 illustrates.a method for handling traffic where the work area encroaches slightly into the travelway.For high-speed traffic conditions a lane closure should be considered.

5.3 Work On Two-bane Roadway

.5.3.1 When one. lane:is closed:on a two-lane,,two-way road, the remaining lane must be

used by traffic travelling in both direcions.The short two-way.traffic taper (15 meters minimum) .:i,s.used to slow traffic as it, approaches the work space. Alternate one-way traffic control may be;.affected by the following means:

(a) Two flaggers one.,,-at each end of the workarea.


Page 49



(b) One flagger can assign right-of-way at a short work area with low volumes.

(c)For very short work areas at a spot location here traffic volumes and speeds are very lowthe move ment may be self-regulating. Thismethod is not satisfactory when the work area is near sharp hills and curves.

(d) A pilot car(e) Temporary traffic signals for long duration

projects.

5.3.2 If the work area ends near the curve or hill, a flagger should be stationed at both ends of the work area. The transition area should be adjusted so that the flagger and theentire taper will be visible before the curve or hill for an adequate stopping sight distance. Refer to Figures 5-3 and .5-4.

5.4 Work On Four-Lane, Two-Way Roadway (Undivided)

5.4.1 Left Lane Closed

(a) Traffic controls similar to Figure 5-8(a) may be used for four-lane roads,, either undivided or divided. If traffic volumes are high,traffic may back up as a result. If morning and evening peak hourly traffic volumes in the two directions. are uneven and the greater volume is on the side where the workis being done, the inside lane for opposing taffic may be closed and made availableto the side with heavier traffic. A volume checkin both directions should be made before this method is used, Figure 5-5.

(b) If the heavier traffic changes to the opposite direction, the traffic control in Figure 5-5can be changed to allow .two lanes for opposing traffic by moving the devices from the opposing lane back to the centerline. (If these changes occur frequently, use cones at close spacing to emphasize lane lines and centerline).

5.4.2 Right Lane Closed

(a) If the work activity can be contained entirely within the right (or inside) lane, thenonly that lane may be closed. Place channel

izing devices along the centerline and outside of the work activity and give advance warning to the opposing traffic. An alternative is to close the two center lanes, as shown in Figure 5-6, to give traffic and workers additional protection and provide easier access to the work area. Overall safetyconsidered with existing traffic volumes in each direction are the main factors for determining alternates.

5.4.3 Two Lanes Closed

(a) When the work occupies both lanes for one direction of traffic, the number of lanes remaining open may be "reduced to one for each direction, Figure 5-7. A capacity analysis is necessary before this method is initiated. Move traffic over one lane at a time and separate the tapers by a distance of 2L(where L = _SW for S > 70km/h or L =.W_SZ for S < 65km/h). When 1'6 both center lanes arelosed, traffic controls may be used as indicated in Figure 5-6

5.5 Work On A One-Way Or Divided Roadway

5.5.1 One Lane Closed

(a) An example of. a left hand closure is shownin Figure 5-8(a) for 'a four-lane divided roadway.

5.5.2 Two Lanes Closed On A Four-Lane Roadway

(a) Two lanes of a four-lane roadway may be closed by using two tapers and separating them by a distance of 2L (Figure 5-9).Careful analysis of roadway capacity should be made first. This type of closure is usually limited to non-peak hours of traffic.

5.5.3 Center Lane Closed On A Three-Lane Roadway

(a) To close the center lane, first channelize traffic out of the right lane and into the center lane. The traffic in the center lane can


Page 50



then be directed around the work area by a second taper. This is illustrated in Fig..5.10(a). Another method is shown in Figure 5-10(b) for traffic of. lesser volume.

5.6 Mobile Operations

5.6.1 Mobile operations are work activities that make frequent short stops up to a 15-minute period, such as litter cleanup or pothole patching and are similar to stationary lights, flags, and/or channelizing devices should be used.

5.6.2 - Do not decrease safety by using fewer devices simply because the operation will change its location frequently. Use more visible devices which are portable. Flaggers may be used but caution must b e taken so they are not exposed to unnecesary hazards. Move the control devices periodically to keep them near the work area.

5.7- Moving Operations

5.7.1 Moving operations are' work activities where workers and "equipment move along the road without stopping, usually at slow speeds. The advance warning area moves with the work area. Traffic should be directed to pass safely. Parking may be prohibited and work should' be scheduled during offpeak hours. For some-moving operations, such as street sweeping, if volumes are light and sight distances are good', a -well markedand `signed vehicle may suffice. If volumes and/or speeds are higher, a shadow or backup vehicle equipped as a sign truck, hould follow the work vehicle. Where feasible, warning signs should be placed along the road and periodically moved as the work progress (see Figure 5-11(a)). In addition, vehicles may be equipped with flags, flashing vehicle lights, and appropriate signs.See Figure 5-11(b) for- one example of using shadow vehicles for moving operationse Actual conditions may change the signs and devices needed.

5.8 Short-Term Utility Operations

5.8.1 Despite the shortness of "short-term" operations, certain traffic controls are necessary.

5.8.2 In urban areas, the work vehicle may be used for warning if it is equipped with flashing lights, rotating beacons, or flags.

5.8.3, Figures .5-12 is specifically included as typical applications for utility operations. Other typical: applications may apply as well.

5.8.4 When, entering or leaving a manhole, workers should always face oncoming traffic, so that they can get out of the way if necessary. Materials or equipment should be stored away from the manhole opening.

5.9 Urban Areas

5.9.1 Urban traffic control zones may be subdivided into segments:

(a), Decide how to control vehicular traffic; how many lanes are, required; or whether any turns should be prohibited at intersections.

(b) Them decide how to control pedestrian traffic. If work will be done on the sidewalk decide whether. it will be necessary to close the sidewalk and assign the pedestriansto another path .

(c) Next, decide what is needed to maintain access to business, industrial, and residential areas. Even if the road is closed to vehicles, pedestrian accessand walkways should be provided. 5.10 Pedestrians

5.10.1 When there is pedestrian traffic in the area, specific walkways should be provided. If nearby buildings are being demolished or built, covered walkways may be' needed.

Do not force pedestrians to walk through' the work area or into travelled lanes. If a sidewalk is closed, provide a temporary walkway around the work area or direct the


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pedestrians to an alternate route protected bychannelizing devices.Conflicting pavement markings shoul.d be removed and temporary markings placed.

5.10.2 All signs or devides;should be set up so that they do not cause a hazard for pedestrian. Al.1 signs mounted near or over sidewalks should have a-2.2-meter vertical clearance.It is especially important to cover or repair any holes and to have broken or damaged sidewalks repaired quickly. For repair or reconstruction work involving sidewalks on both sides of the road, the work should bestaged so that one side is rebuilt before the other side is disrupted.

5.11 Bicycles

5.11.1Bicycles-also need protection or access to the roadway. If a bicycle path is closed because of work being done, an alternate route should be provided if appropriate. Giveguidance' to bicyclists of available alternate routes. Bicycles should not be directed into the same path being used by pedestrians.

5.12 Interchanges

5.12.1 On limited access highways, with interchange ramps, access to these ramps should be maintained even if the work area is in the lane adjacent to the ramps.` If access is not possible, close the ramp, using signs and Type III barricades. Early coordination with officials having jurisdiction over the affectedcross roads is needed prior to ramp closure.

5.12.2 The access to the exit ramp,should be clearly marked and out,lined with channelizing,devices. For long-term projects, old markings should be removed and new ones placed. As the work area changes, the accessmay be changed. 5.13 Intersections

5.13.1 Use advance warning signs, devices and markings as appropriate on all cross roads. The effect of the work upon signal, operationshould be considered such as signal, phasing for adequate capacity and, for maintaining

or, adjusting detectors in the pavement. Three examples of intersection traffic control.: are given in Figure .5-14, 5-i5 and 5-16.

5.14 Detours

5.14.1 Detour signing is usually handled by the traffic engineer with authority over the roadway because it is considered a traffic routing problem. Detour signs are used to direct traffic onto another roadway. When the detour is long, install. signs to periodically remind and reassure.drivers that they are still on a detour by using-LENCONGAN signs.

5.14.2 When an entire roadway is closed, a detour should be provided ' and traffic should be warned of the closure in advance.

5.14.3 Figure 5-7 illustrates a road closure in a city with typical detour signing.

5.14.4 Sign the f detour so that traffic will. be able to get through the entire area and back to the original roadway. 4

5.15 Temporary roadway

5.15.1 Figure 5x18(a) illustrares the controls around an area where a portion of the roadway has been closed. Notice the use of channelizing devices and pavement markings to 1ndipatezthe transition to the temporary oadway.

5.15.2 Figure 5-18 (b) shows a typical application of a single lane detour road for handlingtwo-way. traffic on one roa`&way of a normally 2-lane highway.

5.16 Median Crossovers

5.16.1 In -Figure 5-19, traffic is_channelized---into -a.--lane normally used by opposing traffic. Two tapers are. used far. oncoming

traffic ; one to merge traffic into one lane, and the secondto move traffic onto the temporary path. A buffer-space is '' shown


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between the two directions of traffic at the far end of the work area.

5.16.2 Figure 5-19 shows a typical application for handling two-way w traffic on one roadway of a normally divided highway. This method of. operation should be used only-when other methods of traffic control are determined infeasible.

5.16.3 Where two-way traffic is maintained on one roadway of a normally divided highway,oppsing traffic should be separated with either drum, cones, or vertical panels throughout the lenght of the two-way operations.


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Page 64Cawangan Jalan, Ibu Pejabat JKR, K.L

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ARAHAH TEKNIK (JALAN) 2C/85FOR INTERNAL USE ONLY

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6.INSTALLATION, MAINTENANCE ANDINSPECTION

Before the work is scheduled to begin, theforeman and/or inspector should check allsigns, pavement, marking material, andchannelizing deviced.that they;are.ready tobe used. All devices should be:

.(a) Standard in size, shape", color, ormessage(b) In;good condition, not needingrepair (c) Ref'lectorized

If a-particular device does not meet all. ofthe above requirements, replace it with onethat: does. Additional devices shouldbe available;to replace any that may:be.dam-aged while the work is in progress. On,construction, -the inspector and foremanshould be in-agreement that the devices aresatisfactory before they are replaced on theroadway.

Reflectbrized devices. need extra care whenhandling and:tr,ansporting to ensure :thatthe.reflectorizing elements are.not damaged.Existing signs that do not apply during, con-struction, maintenance, or utility.workshould be removed or completely covered.Burlap

or other,materials that, ar,e not. opaque arenot acceptable. At night, non-opaque mate-rials let the messages be seen because head-lights, reflect the message through. the mate-rial.

Work area, signs that are installedbeforet,raff,ic patterns are changed.shouldbe covered,.rotated, or.folded in.half so driv-ers cannot read the, message.As many maintenance, utility, and emer-gency operations

6.1 Order of Placement

6.1.1 Traffic' control devices should beplaced in the order that drivers will see

them. Start with the sign or device that isfarthest from the work area and place theothers while approaching the work area

6.1.2 If traffic in both directions will beaffected, such as with work in the centerlanes, the devices can be placed in bothdirections at the same time, starting at eachend farthest from the work area.

6.1.3 When one direction of. traffic willbe directed into opposing traffic lanes, suchas Figures 5-5 and 5-21, start with the signs,devices,and pavement markings for theopposing traffic. When the signs and devicesare across'from_or at the work area; startsetting' up the devices-for theoncoming=direction. (It' is essential. tochannelize opposing traffic out of the lanebefore moving the oncoming traffic into thelane):.

6:-1.4 When. signs or channelizingdevices- are to be. installed and removedseveral-times during' the work operation, aspot should be painted where the devices arelocated, so the installation can be repeatedquickly and proper placement is' assured.The devices'-should be' stored off the road-way, `out-6f sight; or-transported to anotherlocation:

6.1.5 Motorist's' do not expect.-to encoun-terworkers in the roadway setting up a traf-fic control zone. Since the goal is to makethe entire-operation safe, use warningdevices, flaggers, or flashing vehicle-lights-to protect the workers and warn the driversof the presence of workers.

6.2Removal' Of Devices

6.2.1 As soon as the work` is completedand the devices are no longer needed, theyshould be removed. Remove the devices inthe opposite order of installation by startingwith the devices closest to the work area andcontinue away from the area. Use flaggersor flashing vehicle lights to protect theworkers removing the devices.


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6.3Marking Removal

6.3.1 Motorists use pavement markings asa primary'-source of guidance . Temporarymarkings such as delineators can be usedwith other devices in a traffic control zone.Any pavement markings that are no longerapplicable or thatmay confuse drivers should be removed assoon as practicable.

6.3.2 Several methods can be used toremove pavement markings including sand-blasting, hydroblasting, excess oxygen burn-ing, chemical removal. and' by placing acontinuous strip of asphaltic material overth6m covered with sand or rock chips.Painting over with black paint or. liquidasphalt is not satisfactory and should not beused because the black paint is glossy andmay appear as a normal. stripe at night. 6.4Inspection And Maintenance Program

6.4.1 Purpose

(a) Once the traffic control zone isestablished, itis -important tp ensure that: it continues to'function as it was intended-and installed -and,:,perhaps subsequently modified as aresult of the evaluation process.(b) Maintenance is needed to service theequipment and make' corrections which maybe required due to any combination of the`following factors. On highway con-struction: projects, this ;is normally theresponsibility of the, Contractor.

* Traffic accidents* Device displacement

- vehicular contact- slip stream from trucks- workers

- wind

* Damage caused by construction activities

* Weather created damage* Malfunctions and burn.outs* Consumption of energy

- battery-operated lights- gasoline generators

* Physical deterioration* Dust-and grime

-'on sign faces- on reflectorized rails

* Dirt and debris- on roadways

* Vandalism

6.4.2 El.ements Of An InspectionProgram

(a) A comprehensive inspection andmaintenance program should include the fol-lowing elements:

* A formalized plan* Defined inspection procedures* A form on which the findings of thefield inspection are recorded.* Assurance of an adequate inventoryof devices for emergency replacements orrepairs.* Check procedures to assure thatspecifield repairs are made.* Identify possible causes of accidentsor skid marks.* A review that the travel path isclearly marked through the entire workzone, both day and night.* Formal documentation of inspec-tions and repairs made.

(b) The inspector will be faced with theneed to make decisions during the inspectionand must exercise judgement in establishingappropriate practices.(c) A key element of the program is theprocedure which insures that.the requiredmaintenance is performed. When the correc-tive action is taken, it should beso noted in order that documentation is com-plete. 6.4.3 Responsibility(a) For each project, an individualshould be assigned the responsibility fortraffic control. On. construction projects,,the contractor should designate a specificperson by name and telephone number. In


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addition, on large,pr,ojects.the traffic controlresponsibility should be assigned, to anemployee of JKR. Routine inspections of thetraffic control. installation should be carriedout by.these individuals.(b) Less frequent but..periodic inspec-tions should be clearly established betweenindividuals in control of routine maintenanceactivities and those with greater authority, sothat urgent problems that arise from time totime can be brought prompt ,I'y to the atten-tion of officials who are in a position torespond immediately

6.4.4 Frequency

(a) To determine the frequency withwhich inspections should be performed, thefollowing factors should be considered:

* Project size and duration* Nature of work activity* Complexity of traffic control

Frequency at which damage is occurring *Number of deficiencies observed during pre-vious inspections.(b) Traffic controls that are left in placeovernight should be inspected during hoursof darkness at the same frequency as duringthe daylight hours. Holiday andweekend inspections should be made asneeded.

6.4.5 Recordkeeping

(a) Good recordkeeping procedures sug-gest that the timeand location of the installation and removalof traffic control devices be noted. Althoughthis can be time consuming for a movingmaintenance operation, it is important torecord significant traffic control actionstaken by the field crew. It is '`desirable thatthis include:

* Starting and ending time of work* Location of work* Names of personel

* Type of eqipment used* Any change in temporary or perme

nt regulatory devices.

(b) Major projects will require moredetailed.,recordkeeping since they mayinvolve greater amounts of funds, outside(Federal, or State aid) funding sources, andlonger distances and times of physicalexposure to the workers, motorists, orpedestrians. °(c) Several methods of recording trafficcontrols are available. These include:

* Use of photologgingPhotographs, either keyed to a diary or con-taining a brief description of- - t ime'- location' - direction- photographer.'s name

`* Special notes' on' construction plans(preferably the traffic con-

trol plan sheet).* Daily diary entries of times, loca-tion and names of. individuals' (whenknown) involved in the- installation _, change- removal of traffic control devices

(d) 'Change orders` or work orders'also serve as a reference, and should bekeyed to' the diary when used.(e) When inspection process reveals acondition that requires correction, the' docu-mentation should include:

*' Description' of the correction needed, tahen it was noted, and by

whom* Corrections made or deferred and

why *- Replacements made or deferred and.,.why * Any other heeded actions

6.4.6 Legal Liability

(a) Highway personnel should antici-


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pate the likelihood of lawsuits in the eventof an accident or other grievance suffered byan injured citizen. To prevent or minimizesuch litigation and to help defend lawsuits,the following steps are recommendedKnow and comply with the traffic control.for street and highway construction andmaintenance operations set forth in thenationally accepted engineering standardsand practices. Provide properly workingdevices at the site particularly when unat-tended (nights, weekends,etc.). Documentall actions taken on or related to traffic con-trols that are placed in effect at the worksite.

* Inspect the worksite,.at frequentintervals with a view to detecting and imme-diately correcting deficiences in traffic con-trol.* Remove all material and equipmentnot needed at the site as soon as possible.(This applies also to traffic control devicesthat cease to be needed). Provide warningand protection to motorists, pedestrians, andworkers for potential conflicts and hazardsthat may result from. the workbeing done at the site or from a vehiclestriking a device.

6.4.7 Documentation For Protection

(a) Since it is not, known when an acci-dent will occur,the key to defending cases in courts of lawis advanced preparation. Highway personneland the contractors should maintain a carefulrecord of job-related activities so they maydocument their efforts to provide good traf-fic control at the worksite. The record sys-tem should reflect priorities and a plannedsafety program.

(b) The following steps are recommended as a means of establishing effective project documentation.

* Maintain up-to-date engineering drawings

* File all pertinent memoranda and correspondence. Reference stan

dards and specifications* Keep daily project. diary* Perform and document routine

inspections Follow all safety regulations

* Conduct personnel safety training* Document all instructions to con

tractors


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SUMMARY

The following is. a list of the major, points to remember when

planning, setting up and maintaining, a traffic control zone.

(1) Safety is primary. Use whatever controls are necessary

to be sure traffic, pedestrians and workers will be

safe.

(2) Signs need to be seen to be obeyed. Increase the size

or height of signs to make them more visible.

Portab

le signs shall be at least 0.3m above the roadway.

(3) Larger and taller devices are more visible than

those that are minimum sizes.

(4) Increase the:-length of the warning area when traffic is

backed up, when there is a curve, hill or other

obsruction, and on high-speed, high-volume roads.

(.5) Allow room for a buffer space for additional

protection of traffic and workers.

(6) Remind drivers to use caution on long work areas (The work zone shal

be as short as reasonable, according to what must be accomplished

against driver delay and the potential for accidents)

Additional safety and warning is needed when traffic

is diverted into lanes normally used by opposing traffic. (7)

Channelizing devices should break or collapse when

hit. Do not use concrete or other materials that may be

hazardous on devices. Do not use rigid stay bracing for

barricades.

(8) All devices used at night should be reflectorized

or illuminated.

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(9) Remove confusing pavement_marki,ngs as soon as practicable. Pavement markings serve as a primary source of guidance for drivers. Use markings that can be easily removed to outline a temporary detour path.

(10) If warning lamps are to be used, use steady burning

lamps for channelization and flashing lamps for warning.

(11) Periodically inspect the devices. Repair or replace any

damaged or missing devices. All devices shall be clean.

(12) Keep accurate records. If an accident occurs, make a

note of it including whether or, not any control devices

were involved and what devices were used before and after

the accident.

(13) Do not lie to the public. Remove or cover all signs or

devices that are not needed.

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(9) Remove confusing pavement_marki,ngs as soon as practicable. Pavement markings serve as a primary source of guidance for drivers. Use markings that can be easily removed to outline atemporary detour path.

(10) If warning lamps are to be used, use steady burning lamps

for channelization and flashing lamps for warning.

(11) Periodically inspect the devices. Repair or replace any

damaged or missing devices. All devices shall be clean.

(12) Keep accurate records. If an accident occurs, make a note

of it including whether or, not any control devices were

involved and what devices were used before and after the

accident.

(13) Do not lie to the public. Remove or cover all signs or

devices that are not needed.

and should be of retro-reflective material.

Chromaticity Coordinates

COLOR 1 3.~_ _ 4

x y x y x y, x

Red .0.690 0.310 0.595 0.315 0.569 0.341 0.655 0.34.5

Orange 0.610 0.390 0.53.5 0.37.5 0.516 0..394 0.581 0.418

Yellow 0.504 0.458 0.525 0.413 0.493 0.507 0.474 0.488

Green 0.140 0.380 0.135 0.440 0.110 0.438 0.115 0.378

Dark Green 0.040 0.460 0.100 0.460 0.100 0.380 0.030 0.380

Blue 0.134 0.043 0.169 0.097 0.154 0.125 0.114 0.007

White 0.350 0.360 0.300 0.310 0.285 0.325 0.3.35

0.375__

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KANDUNGAN KERTAS INI TELAN DILULUSKAN OLEH BENGKEL PIAWAIAN DAN

GARIS PANDUAN YANG THAN DIADAKAN Of IBU PEJABAT J. K. R

KUALA LUMPUR DADA

27- 28, NOVEMBER, 1985

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Arahan Teknik (Jalan) 2C-85 - Temporary Signs and Zones Control

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